Mine-car.



PATENTEDAUG. 4,

A. S. GUSTAFSOE.

MINE GAR. APPLICATIOH FILED KOL L H07.

2 SHEETS-S v PATEHTED' AUG. A.' s. ensmrson.

MINE CAR. 7 APPLICATION FILED NOV. 1, 1907.

2 SHEER] 1/77 7mm [5457i I avihacne a rm ins'rarnsrnrnnronrro;

ANDREW SIGFRID GUSTAFSON,

No. $95,171).v

Specification of OF CHATTANOOGA, TENNESSEE.

Letters Patent. Patented rin 4,

Application filed November 1, 1907. Serial No. 400,251.

To all whom it may concern:

Be it known that I, AN REW SIGFRID GUSTAFSON, a citizen of the United States, residing at Chattanoo a, in the county of Hamilton and State of Tennessee, have invented a new and useful Mine-Car, of which the following is a specification.

This invention relates to the construction of cars and especially mine cars.

The principal object of the invention is to provide a truck of ye simple but strong construction in which the truck will be per-- fectly rigid as regards endwise or lateral movement, while at the same time aliording vertical play of the wheel axles in larder that the wheels may follow uneven or irregular rails, so that the wheels will at all times remain in contact with the rails and-,cannot climb to such position as to result in." erailment. \z, 5:,

A further object of the invention is to-l pro vide a erfcctly rigid truck structure\in which a of the frame is formed of channel or other structural iron rigidly secured together? in such manner that the wooden parts may be readily added withoutdisconnect'ing any arts of the frame and which will permit rea y renewal of any of the wooden bottom, side or end members in case the latter becom broken.

Astill further ob'ect of the invention is to provide an all meta frame in which the sills,

inders, ties and axle pedestals are'so connected as to mutually brace and reinforce each other and to insure the utmost strength and rigidity.

- A still further object of the invention is to provide an all metal frame in'which the longitudinal sills are bent at one end and extended in a vertical line to form braces forthe closed. end of the car.

A still further object of the invention is to provide a novel construction of pedestal ada ted especially for connection to a channel her or other form of structural iron bar, and further to so construct the edestal as to prevent endwise play of the a. es.

With these and other objects in view, as will more fully hereinafter a pear, the invention consists in certain nove features of conunderstood that various changes in the form,

proportions, size and minor details structure may be made withoutde from the s irit or sacrificing any of vanta es ol the invention.

In t e accompanyin drawings :1 is a perspective view 0? the metal fra mine car constructed in accordance v invention. Fig. 2 is a transverse 31 view of the same on the plane of 0m axles. Fig. 3 is a perspective View bottom of the car. Fig. 4 is a bottc view of one of the pedestals detachec 5 is a view looking at the inner fac pedestal. Fig. 6 is an end elevatior pedestal.

Similar numerals of reference are en to indicate corresponding parts thrc the several figures of the drawings.

In carr ing out the invention, the 1 formed ol structural iron, and while 4 bars have been shown in the present ir it is to be understood that angle l beam or other well known structural ma be employed instead of the chem: aif esired. .The two side sills 10 are formed 0 nel bars, the side webs being turned ward and these bars are shown as ex inside the supporting wheels 11, ah of course, they may be arranged out: wheels in some instances. At one bars are turned upward to form end sions 15 for the closed end of the ca] ing understood that in cars of this class one end is permanently close the posite end is provided with able oor of any desired. type to per. discharge of the load at theftipple.

Extending transversely of the c a number of binders 16, three of wh shown in the present instance, an are formed, also, of channel bars. points where the ends ofthe binc turned up around the outer edges sills, the edge webs oi; the latter are crimped or bent inward in order to close fit, and the end portions of the are bent up in a vertical lane, then ward at an' angle, and t ence upv another vertical plane in order to car of the usual shape, that is to ho per like form in cross section. T we s of the channel bars are crim ward at the extreme upper ends,

cated at .18, where the cars are p1 50 is recesse with vertical swinging end gates, although this arrangement may be modified in any manner in accordance with the type of end gateto beused, and in the present instance is 5 shown merely for the purpose of affording a convenient means for the attachment of :t he end gate carrying bridle 19 shown in order to reinforce the endof the car, a cross brace 20 is employed, this brace being preferably'formed 0 olted or riveted at 21 to the up er ends of the extension portions of t e sills, while the flanges of said sill members are 15 crimped or inhent at the fastening points. The opposite ends of the cross brace are bent around inward to follow the cross sectional contour of the upper portions of the end binder and are secured thereto .by-

rivets 22. These form a very rigid support at the closed end of the car.

To the central portions of the bottom of the sills 10 are secured axle pedestals 23 of the construction best shown in Figs. 4 and 5. Each pedestal member is provided with a longitudinally disposedupperweb 24 of a length somewhat greater than that of the pedestal proper, and of such shape in cross section as to fit snugly within t e 30. channel bar to which it is to be attached, and beyond this web, and slightly spaced therefrom is a vertically disposed flange 25 that fits against the outer face of the outer side web of the channel bar. This flange also serves the purpose of forming a wearing surface for the inside hubs of wheels, bein made with a broad surface so as to take all lateral or horizontal thrust. This arrangement forms a very rigid support for the 40 pedestal and at the same time reinforces the channel bar at the point where it is subjected to the greatest strain. That portion of the web 24 that projects beyond the 1 end of the edestal proper is of a thickness about e us that of the vertical webs of the channel. er and forms a seat for the recep tion of a cross tie 26 that is, also, formed of channeliron The op osite or lower side of each pedestal d to form a pair of side flanges 28 spaced at a distance equal to the distance between the webs of one of the channel bars and arranged to receive a pedestal reinfore ing bar 29, the ends of which fit .down over the crimped ends of thebars 26 and also over the bottom of the longitudinally disposed upper web of the pedestal box 24 and up into an between the webs or flanges of the side sill 10, while the intermediate portions of said reinforcing bars are bent to follow the contour of the pedestals and are, also, bent at the center to pass under the center binder 16 while that portion of the reinforcing bar between the center binder and the pedestals is bent upward to fit within the side flanges of flat bar iron and beingthe channel bar sill member-s10, s1 structure .-is materially reinforcei both lateral and longitudinahstra several members are united b bolt which pass throu h the reinfhroing cross ties, pedestals and sills. \Q

The inner ends of the pedestal; are (provided with projecting lips 3 ten under and are afterwards boli wooden bottom of the car. Thes slightly spaced from each other 1 the passage of the axle, and at a cent the inner wall of the pedestal e provided with a recess 32, the t'wor serving to receive collars 33 on t sales 34, and in this manner prev pendent lon itudinal play of the ax One of the principal difliculties tered in the operation of mine cars is ency of the wheels to ride up over vespecially where the latter are une to prevent this the wheels are usuz wit very high flanges, which are so( or chipped. In the present case culty 1s overcome by making the a ings 35 in the pedestals vertically e the openings in practically ell form, as shown in iig. 5, so that t] will at all times remain in engagen the track and are free to yield to CO1 for irregularities in the track, thus ing any tendency of one or more of t to ride up and derail the car.

The wooden bottom, side and e: bers may be secured in place wither moval of any of the frame fastening rivets, and any part of the wooden mat ;1 be readily renewed when broke cases when both ends of the car permanently closed, the sills may,

e bent upward at both ends. I claim 1. A combined truck and car fra prising longitudinal sills bent up one end to support the end of the c: versely extencing binders rigidly to said sills and having upwardly e end portions for the support of the the car, the sills and'blnders being of structural iron and being perr secured to ether independent of t ing and si es, 'axle receiving pedes ing web portions shaped .to fit the a means for securing the pedestals to 2. A combined truck and car fra prising longitudinal sills formed 1 tural iron and bent upward at th form end extensions, transverse secured to the sills and having I extending end portions for the 'su the sides of the car, transversely e; tie bars connecting the sills, axle 1 edestals having webs fitting tl: aces of the sills and provided with p1 end portions forming seats for the sills, tie ars extending between the sills and engaging portions of the edestals, and means for securing the tiev ars and pedestals to the sill.

4. In a combined truck and car frame, longitudinal sills formed of flanged bars,

transverse binders also formed of flanged bars and secured to the sills, all of the binders and sills having upturned end portions for the support of the vertical walls of the car, and end members securing the end portions of the end binder to the end portions ofuthe sills, and pedestals secured to said 51 s.

5. In a combined truck and car frame, longitudinal sills formed of flanged bars, binders secured to the sills and, also, formed of flanged bars, pedestals each provided with a pair of spaced vertical Webs exten'd ing from the end of the pedestals, trai1s verse tie oars connecting the sills and secured to the projecting portions of the pedestals,

and per cstal reinforcing strips bent to follow the contour of the lower face of tl the sill, the center binder, and

6'. In a truck of the class de; formed of 1 channel bars, pede: their upper fac'es shaped to con lower faces of the channel bars, t of the pedestals being provided forming a pair of spaced webs, 2 reinforcing straps extending fro nel bars and under the edestl manently secured to sahFcha-m pedestals.

7. In a truck of the class de formed of channel bars having turned webs, and pedestals hai flanges fittingwit-hin said chan: permanently secured thereto.

8. In a truck, a pedestal ha receiving opening and provid inwardly extending flange, said ing recesses adjacentthe inner pedestal, and a wheel'sunporti' ing an annular flange fitting recesses.

In testimony that I claim the my own, I have hereto affixed in the presence of two witnesse ANDREW SIGFRID Witnesses:

J. M. SLAUGHTER W. S. BOLTON. 

